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m0 Model.) 3 sheets-sheet' 1.

CQMJ. KINTNER. CLOSED GONDUIT RAILWAY.

N0.512,444. y PmentedJmQ, 1894.

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(No Model.) 3 sheets-sheet 2.

C. J. KINTNBR. CLOSED ONDUIT RAILWAY.

No. 512,444. Patented Jan. 9,A 1894.

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(No Model.)

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CLOSED CONDUIT RAILWAY.

Patented Jan, 9, 1894.

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UNITED STATES PATENT OFFICE.

CHARLES J. KINTNER, OF NEW YORK, N. Y.

cLo'sEo-CoNoul-r RAILWAY.

SPECIFICATION forming part of Letters Patent No. 512,444, dated January9, 1894.

Application filed June 22, 1893. Serial No. 478.425. (No model.)

To a/ZZ whom it may concern.-

Be itknown that I, CHARLES J. KTNTNER, a citizen of the United States,residing at New York, in the county of New York and State of New York,have made a new and useful invention in Electric Railways, of which thefollowing is a specification.

My invention relates to electric railways of the conduit type and isdirected to improvements upon an invention disclosed in a prior patentgranted to me on the 6th day of June, 1893, and numbered 498,852, inwhich patent is dcscribeda conduit system of electric railways havingsectional trolley7 conductors located in a slitted conduit, an insulatedfeeder or main located adjacent thereto and switch boxes havingmechanically operated -switching devices adapted to connect the currentmain with the trolley sections to and through the trolley carried by thecaras the latter ad- VELUCGS.

The present invention is an improvement upon the apparatus referred to,in that I do away with direct mechanical connection between theswitching levers and the switches, thereby affording better insulationto these parts of the apparatus andI also do away with the long trolleyshoe carried by the car and provide means whereby I am enabled to makethe conducting trolley sections of any desired length and not dependentupon the length of the car as was the case with my prior invention.

My invention will be fully understood by referring to the accompanyingdrawings in which- Figure lisa part elevational part sectional view ofone forni of my improved apparatus, the electrical circuits thereforbeing shown in diagram-matic View. Fig. 2 is a plan view thereof withthe sectional conductors and tramway rails removed. Fig.Sisalongitudinal sectional view of a switch box and circuit connectionstherefor. Fig. 4 is a transverse sectional view of the conduit and onepair of switch boxes with the operatinglever and its mechanicalconnections shown in elevation. Fig. -5 is a plan view of the sameillustrating also the current main or feeder in dotted lines. Fig. 6 isapart elevational part sectional View of a modified form of my improvedapparatus, the electrical circuits therefore being shown in diagrammaticview. Fig. 7 is a cross sectional view through this modified form of theapparatus showing also the insulated current main in cross section andthe switch box and operating lever in elevation. Fig. 8 is a transversesection through the switch box of this modified form of the apparatusillustrating the circuit connections and operative parts of theelectrical switching apparatus.

In the present apparatus the current main w which is attached directlyto one pole of the generator at the power station is inclosed preferablyin an iron tube C and thoroughly insulated therein in any preferredmanner; switch boxes B B', B2, dac., are located at stated intervals andare secured in pairs to branches of the conduit at which points thecurrent main divides into two multiple arc branches in the same manneras described in my prior patent above referred to and as clearlyillustrated in Figs. 2 and 5, although this multiple arc brancharrangement is not absolutely necessary in this system unless theapparatus be designed for use with a single track rail. way where thecars run in both directions thereon.

Referring first to Figs. 1, 2, 3, 4, and 5, R represents one of therails of an ordinary tramway. C is a conduit, preferably of metal,located beneath the surface of the roadway and resting upon thecross-ties, and B B, B B', B2 B2, &c., are pairs of switch boxes locateddirectly in branches of the conduit. F is a tilting switch shaftjournaled in the inner faces of the switch boxes and provided with anupwardly extending arm D which is forked as shown in Fig. 4, so as tolie when held in its upward position by the weight or ball E with theforks on opposite sides of one of the sectional trolley conductors A,all of which are thoroughly insulated from the conduit and from eachother. plates securely insulated from the switch boxes and connecteddirectly to the current main w as clearly shown in Fig. 3. I I are boltsextending from the outer sides of the switch boxes to the inner wallsthereof and provided with insulating sleeves which constitute journalbearings for the switching levers n n, to the lower ends'of which areattached two pairs of yielding contact springs e e, e e. n 'n' are backstops for the switchp p are contact' IOO y ltr ing levers n n. It willbe noticed that'the switching arms n yn are each provided with strongspiral springs s s but located respectively upon opposite sides thereofand adapted 5\to hold them normally against their correspending backstops or pins n n', which latter are insulated from the switch boxes. Itwill also be seen that those ends of the shaft F which are locatedinside of the switch boxes B are provided each with a bell crank arm g,the inner ends of which are insulated so as to avoid any possibility ofelectrical contact between the switching arms, the arm F, lever D andtrolley rails A, and also that these arms g are located respectively onopposite sides of the switching arms n and out of contact therewith whenthe lever D is held in its upper position by the weight of the ball E.ff are faucets or cocks for drawing olf any water which may accumulatein the outer chambers Gr of the switch boxes B. These switch boxes aredivided each into two chambers for the purpose of preventing anymoisture from penetrating the inner and upper chambers which contain theswitching contact springs e c. If preferred, the journal bolts I may beinserted in reverse direction so that the screw-threaded ends projectinto the exterior walls, while the heads of the bolts rest against theouter faces of the inner walls, thereby avoiding the additional openingsin the outer walls and securing betterinsulation. I have shown them asinserted from the outer sides for the purpose of rendering them moreeasily accessible. m m are electro-magnets located in the switch boxes,and Z l are armature levers therefor. w', fw?, w3, rbc., are branchconductors running in each instance from the switching contact springsto and through the electro-magnet m in the next succeeding box in therear, its armature lever Z and switching lever n, and contact springs eback tothe current main w when the rear switch is set, the function ofthese branch circuits being to release the switches as the car passes onto succeeding sections. Each of the armature levers Z is pivoted to thetop of the switch box upon a shoulder Z and is provided with a back stops2 and a hook 7L, and a retractile spring s', see Fig. 3, thearrangement being such that when the switch lever n is in its forwardposition it will be held by the hook h until re` leased when the trolleyT passes on to the next section A in advance.

In Fig. l I have represented diagrammatically the circuit connectionsfor a car traveling from right to left, T being the trolley carried bythe trolley arm which is attached to the body of the car in anypreferred manner, and fw1 the trolley conductor, Sw a switch operativelyconnected through a rheostat R and a propelling electric motor M, brushb, axle a and wheel XV to the rail R which is connected to the ground orreturn circuit.

o represents a light oil or insulating liquid which is designed toincrease the insulation and the switch box may be entirely filled withthis liquid if preferred, or`it may be done away with entirely ifthought best.

H, shown in dotted lines in Fig. l, represents a hand trolley for use ofthe motor-man or conductor in establishing circuit connections for anyone of the trolley sections by hand in the event of said sections havingbeen disconnected by the passage of a previous car while a second carwas upon the same section. This apparatus consists simply of a heavytrolley T which is secured to a well insulated operating handle H havingsufficient weight to enable the motor-man or conductor to operate theswitch lever D in the same manner as itis operated in the passage of thecar. Each car is provided with one of these hand operating trolleydevices which is simply lowered into the position shown, and pushedforward by the motor-man or conductor until the switch is actuated inthe same manner that it is actuated by the car trolley T, as will now bedescribed, after which it is withdrawn and stored away in its properplace on board the car.

The car is supposed to be moving from right to left, see Fig. 1, and thetrolley T to have just passed from one section A of the trolleyconductors to a succeeding section A2. Under this condition of affairsthe trolley rides over the free forked end of the operating lever Dtilting it into its forward position, thereby causing the shaft F andarm g to actuate the switching lever n against the stress of itsretractile spring s, or pivoted weight F or both. In doing this theupper end of said lever is carried forward and held in its forwardposition by the hooked end h of the armature lever Z. At the same timethe coutact springs c in the switch box are brought into electricalcontact with the xed contact plate p, thereby affording a direct currentconnection from the main or lead w into the switch box through plate p,contact springs c, the hub which supports them, through branch conductorw which is insulated froln the box to and through the sectional trolleyconductor A2 on which the trolley T now rests, thereby establishingcircuit directly from the current main w to and through the motor to therail R back to the generator. At the same instant of time a brauchcircuit is closed from the current main or lead w through the contactplate p, contact spring c, switching lever n, armature lever Z andelectro-magnet m of the next switch box in the rear, the switching levern having been left in locked position during the time that the trolley Twas on the section A just passed over. This branch circuit is closedtherefore through the conductor w and joins the first circuit throughthe switch box B over which the trolley now stands, thereby energizingthe electro-magnet m, actuating its armature lever l and releasing thethe spring actuated switch lever n, the mechanically actuated lever D ofthat box hav- IOO IIC

s ing returned to its normal position immediately after the trolleypassed over it by virtue of its weight E.

It is to be understood of course that the relative resistances ofthecircuits which supply current through the switch boxes to thesectional trolley rails from the feeder w and the branch or derivedcircuits w', w2, 102, dvc., through the electro-magnets m in the switchboxes shall be such that sufficient current will pass through themagnets in these derived circuits and energize each of them iusuccession from section to section as the car passes. This may beeffected in any manner well understood by electricians, such forinstance as the placing of resistance coils directly in the main circuitw between each pair of branches running to adjacent switch boxes, whichresistance shall in each ins-tance, if deemed best, approximatethat ofany one of the magnets in the switch boxes, such matters ofproportioning the distribution of electrical currents being wellunderstood by those skilled in the art. It is clear-therefore that asthe car advances each trolley section in advance is operativelyconnected with the current main or lead and each corresponding trolleysection just passed over is disconnected therefrom. The car maytherefore continue on its journey and the switches be actuated insuccession so long as it passes inthis direction.

It would not be absolutely' necessary t'o provide more than one switchbox for each trolley section in the case of a double track system, thatis to say, so long as the cars run in one direction. When, however, itbecomes necessary to run the cars in a reverse direction, I provide thedouble switch box system with the mechanical operating arms g locatedonopposite sides of the switching levers n and also provide acorresponding set of electro-magnets for the additional switch boxeswith like electrical and mechanical connections, the arrangement beingsuch, as is apparent on inspection of Figs. 4 and 5, that the actuatedswitching levers D will return always to normal position after they havebeen passed in either direction by the trolley and will'actuate theproper switching levers therefor.

In the modified form of apparatus shown in Figs. 6,-7 and S only oneswitch box B B', B2, Jac., is shown for each trolley section and theseboxes are secured directly to the cross shafting F jcurnaled as before,in the opposite sides of the conduit, the arrangement being such thatwhen the operating lever D is actuated by the trolley T the entireswitch box is tilted in the 'manner shown in the central portion of Fig.6. The entire switch box and its operating parts as thus pivotallysustained in the sides of the conduit is detachable or removabletherefrom, and the branch or feed conductor of the main w may bedisconnected from the switch box and the entire apparatus easily removedfor repairs or replacement.- The insulated branch conductor running fromthe main or lead is wound around the shaft F and thoroughly insulated:therefrom entering by an insulating joint the switch box B and isatt-ached to an electrical conducting plate p which is insulated fromvthe interior of the box and carries a tilting weighted armature leverfn, the upper end of which is adapted to assume either oneof twopositions, namely, the disconnected position shown on the right and theleft of Fig. 6 and in Fig. 8, or the forward or connected position shownin the center of Fig. 6. This form of tilting switch box, however, shownin Figs. 6, 7 and 8 is adapted for use in connection with cars runningonly in one direction. k is a contact point carried on the interior ofand insulated from the switch box B and is connected through aninsulating joint located in theside of the switch box by a conductor wdirectly with the trolley section A, all of theswitchboxconnectionsbeingidenticallyalike. e is a contact spring carriedat the upper end of the weighted pivoted contact lever n, and s is aretractile spring for said weighted lever,f being a cock for withdrawingany liquid from the interior of the switch box, and m the operatingelectro-magnet for releasing the switching lever n when tilted into itsforward position. The operation of this modified form of apparatus isasfollows: The trolley T has passed from the section A and is justpassing upon the next section A2 in ad vance. In doing this it tiltedthe weighted shaft F and switch box B through the agency of the arm Dinto its forward position. When the center of gravity of the upper endof the lever n passed its pivoted supporting point I, see Fig. 8, .itsweight was sufficient to tilt it into its forward position and carry itaway from the insulating plug q, thereby allowing it to assume theposition shown in the center of Fig. 6 and permitting the hook h of thearmature lever Z to retain it in its forward position after the trolleyT passed on and the switch box assumed a vertical position. At the sametime a branch circuit was closed from-the current main or lead throughthe rear switch box, contact plate p, switching lever n, armature leverZ, electro-magnet m, branch conductor w', thereby releasing the rearswitch lever 'n and allowing it by its own weight to assume the positionshown. As the car advances therefore each switch box is tilted forwardand caused to automatically make the circuit connections for the trolleysection upon which the trolley is just entering and simultaneously eachrear section is automatically released.

I do not limit myself to the specific apparatus herein shown anddescribed as many of the details may be departed from materially andstill come within .the scope of my claims. To make a singleillustration, the novel forms of switching mechanism herein shown anddescribed might, if preferred, be actuated by a long traveling shoe likethat shown and de- 9.5 Ioo IIO scribed in my prior patent above referredto in which event the locking mechanism would of course be dispensedwith but I prefer the arrangement described.

I-Iaving thus described my invention, what I claim, and desire to secureby Letters Patent of the United States, is-

1. In an electric railway system a current main or lead insulatedthroughout its length and inclosed in a pipe or tube located adjacent toa slitted conduit; a series of sectional trolley conductors locatedparallel thereto, a series of pivoted switch boxes carried each by ashaft journaled on opposite sides of the conduit and provided withweighted pivoted switch levers insulated from the boxes and adapted whenthe switch box is tilted forward to close circuit to the main throughthe sectional trolley conductor over which the car is passing, incombination with locking devices and electro-magnets adapted to lock andrelease the switching devices in sequence as the car advances,substantially as described.

2. In an electric railway system a series of removable pivoted switchingboxes carried each by a shaft jonrnaled in the sides ot the conduit, andmechanically actuated switching devices inclosed wholly in said boxes,substantially as shown and described.

3. In an electric railway system a slitted conduit, a series ofsectional or trolley conductors located beneath the slit, an insulatedcurrent main or lead and a series of pivoted removable switch boxesprovided with switching apparatus located wholly in said boxes andcircuit connections between said switching devices the trolley sectionsand the current main, substantially as shown and described.

4. In au electric railway watertight switch boxes inclosing switchingmechanism connected through insulated conductors with a current -main orlead, said switch boxes being pivotally secured in the road bed andremovable therefrom for repairs or replacement, substantially asdescribed.

5. In an electric railway an insulated c`ur rent main, a series ofpivoted switching levers and sectional trolley conductors in combinationwith an actuating lever for each switching lever; said actuating leversbeing pivoted in a slitted conduit at right angles thereto and havingmovement independent from that of the switching levers.

6. In an electric railwaya current main insulated throughout its length,a series of sectional trolley conductors, a series of pivoted switchesfor connecting said sectional con- "ductors to the current main insequence and locking and releasing mechanism for etlecting suchconnection and release, the pivoted switches all having movement in thedirection in which the propelled vehicle travels.

7. In an electric railwaya current main insulated throughout its length,a series of pivoted switching levers located at fixed intervals forconnecting the current main lto a motor carried on board of a vehicle tobe propelled, said switching levers being inclosed in water tight switchboxes and pivotally secured so that their movement is in the directionof motion of the vehicle; in combination with pivoted switch actuatinglevers controlled by the vehicle and having movement independent fromand in the same direction as the pivoted switches.

S,m A switch box for an electric railway having a pivoted switch whollyinclosed therein, in combination with a switch actuating lever pivotallysecured in the path of a trolley or arm carried by a propelled vehicle,said switch actuating lever having vibratory or rocking motionindependent of butin the same direction with the pivoted switch.

9. An insulated current main, a series of wholly inclosed pivotedswitches having branch connections with the main, a series of pivotedswitch actuating levers which have movement independent from that of theswitches and in the same direction with the propelled vehicle.

l0. An insulated current main, pivoted switch levers located in aslitted conduit and wholly inclosed in switch boxes, actuating leverstherefor pivoted on opposite sides of the conduit and having movementindependent from that of the switching levers but in the same direction,in combination with branch circuit connections from the current mainthrough the switch levers to a trolley carrie'd by the car or vehicle.

In testimony whereof I have hereunto subscribed my name this 9th day ofJune, 1893.

CHARLES J. KIN'rNER.

Witnesses:

M. M. ROBINSON, EUGENE M. FITZGERALD.

